EADS Casa C 295
 |
| EADS CASA C 295 Ejército del Aire (Spaish Air Force), Photo via Spanish MoD. |
 |
| Gerardo Señoráns Barcala with EADS CASA C 295 "Cuidad de Sevilla". |
Flaps y la Aviación Española
Friday, March 16, 2012
EADS CASA C295 - Airbus C295
Hispano Aviación HA 200 Saeta - E-14 + Hispano Aviación HA-220 Super Saeta - C-10C
Hispano Aviación HA 200 Saeta - E-14 + Hispano Aviación HA-220 Super Saeta - C-10C
Los excelentes resultados obtenidos en los ensayos de los dos prototipos, el Ejército del Aire realizó en el año 1957, un pedido por 10 ejemplares de preserie, que reciben la denominación de fábrica Hispano Aviación HA-200R1. Estos ejemplares posian de una cabina presurizada, que se estreno el segundo prototipo.El Ejército del Aire realiza en 1959, un pedido por 30 aviones de serie, cuya denominación es HA-200A. Así mismo éste mismo año de 1959 finaliza el contrato del profesor Willi Messerschmitt, que regresa a Alemania con su equipo, aunque siempre mantendría intereses financieros con la industria aeronáutica española a través de sus propias empresas.
Los 10 aparatos de la serie preliminar fueron vendidos en 1959 a la Fuerza Aérea Egipcia, modificados como versión HA-200B y armados con un cañón de 20 mm. Se entregaron en 1960 y allí se les llamó "Al-Kahira". De 1960 a 1965, Egipto en factoría de la empresa nacional Helwan fabricó 90 de estos aviones bajo licencia, los cuales tomaron parte en el conflicto árabe-israelí de 1967 y 1973.
El Ejército del Aire: llegó a contar con un total de 122 ejemplares:
- 2 prototipos
-10 aviones de pre serie, renombrados como HA-200B Saeta después de ser modificados.
- 30 aviones de la serie HA-200A Saeta. (28 / E.14) (2 / C-10A)
- 55 aviones de la serie HA-200D Saeta. (E.14B, luego C-10B)
- 25 aviones de la serie HA-220 Super Saetas. (C.10C / A-10C).
El Hispano Aviación HA-200 Saeta fue el primer reactor que llego a vender España Fuerza a una nación exterior. La compra de los Saete por un país extranjero recalco la capacidad tecnológica de España. Ademas fue una muestra de confianza dela industria exterior aportar por aviación española.
Egipcio fue unos de los primeros países en el mundo que han compadro nueves aviones para su Fuerza Aérea Egipcia y llegó a operar un total de 100 ejemplares:
- 10 aviones de la serie HA-200B vendidos por España.
- 90 aviones construidos bajo licencia.
Características técnicas:
- Tripulación: 2 -
- Longitud: 8,97m -
- Envergadura: 10,93 m -
- Altura: 2,85 m (sin carga)
- Superficie alar: 17,4 m²
- Peso vacío: 2.100 kg
- Peso cargado: 3.700 kg
- Planta motriz: 2× Turboméca Marboré VI
- Empuje normal: 4,7 kN de empuje cada uno
- Velocidad: 690 km/h
- Alcance: 1.500 km
- Techo de servicio: 13.000 m
Hispano Aviación HA-200 Saeta - E-14, Ejército del Aire Español.
Model y photo by Gerardo Señoráns Barcala.
Hispano Aviación HA-200 Saeta in Spanish aviation magazine Flaps, Valladolid, España.
Hispano Aviación HA-220 Super Saeta -C-10C
Hispano Aviación HA-220 Super Saeta. El Ejército del Aire adquirió 25 ejemplares en 1967 para utilizarlos en misiones de apoyo táctico. Ground attack.
Hispano Aviación HA-220 Super Saeta. Un ejemplar del HA-200D Super Saeta, fue transformado 1965 en monoplaza para ataque al suelo como prototipo.
Hispano Aviación HA-220 -Super Saeta- (C-10C). 406 Escuadrón de Experimentación (B.A. de Torrejón de Ardoz).
El avión Hispano Aviación HA-220 -Super Saeta- del 214 Escuadrón de Morón de la Frontera (Sevilla) en vuelo.
CASA 2111 Pedro - Heinkel He 111H-16
CASA 2111 Pedro - Heinkel He 111H-16
Los CASA 2111 Pedro del Ejéricto del Aire formaron en las Alas 25, 26, 27 y 28. A mediados de la década de los setenta fueron dados de baja los últimos aparatos. Su gran despedida lo han hecho en la película Battalla de Inglaterra "Battle of Britain" con los Hispano Aviación HA-1112C-4K Buchón. Curiosamente contra los Supermarine Spitfire con los mismos motores Rolles-Royce Merlin. | |||
CASA 2111 Pedro with Hispano Aviación HA-1112C-4K Buchón. Picture by Spanish Ministry of Defense.     |
Hispano Aviación HA-1109 - HA-1112 Buchón "Variantes" y Messerschmitt Bf 109 + Me 109 "Variantes".
Hispano Aviación HA-1109 - HA-1112 Buchón "Variantes" y Messerschmitt Bf 109 + Me 109 "Variantes".
|
Messerschmitt Bf 109E-1 with Hispano Suiza 12Z 89engine
Messerschmitt BF-109E-1 with Hispano Suiza 12Z 89 engine. This was a 12 cylinder rated at 970hp. A test installation was made in a E-1 airframe after which the 25 airframes delivered from Germany were finished. When these were delivered production of 175 completely Spanish aircraft was started. This type was designated HA-1109-J1L and the first flew in 1947.
Messerschmitt BF-109E-1 with Hispano Suiza 12Z 89 engine.
Hispano Aviación HA-1109-K1L
The Spanish Government arranged in 1942 a manufacturing licence with Messerschmitt AG to build the Bf 109G-2, with Daimler Benz DB-605A engines, propellers, instruments, and weapons to be supplied from Germany. In the war this proved impossible, as Germany was incapable of meeting her own needs, let alone Spain’s; in the event, only twenty-five airframes (minus their tails) and not even half the necessary drawings were delivered. Reason were, that Germany does not trust the Spanish Government.
Die Hispano Aviación HA-1112 war eine spanische Weiterentwicklung der Messerschmitt Bf 109G-2 durch den Flugzeugbauer Hispano Aviación.Die Version HA-1109-K1L erhielt den Hispano-Suiza-Motor, einen deHavilland Hydromatic Propeller, 80 mm Raketen und 12.7 mm Breda Maschinengewehren. Die Serienmaschinen erhielten die Bezeichnung HA-1112-K1L, es wurden 65 Maschinen dieser Serie gebaut.  Hispano Aviación HA-1109-K1L (C4-J22) "Tripala" con el motor de Hispano-Suiza 12Z-17. Foto: Vía Ejército del Aire, Madrid.  
Data: Hispano Aviación HA-1109-K1L with Hispano-Suiza 12Z-17 engine and the Havilland Hydromatic propeller.
* Wing span: 9,92 m (32 ft, 6 inches)
* Length: 8.49 m (26 ft, 3 inches) * Height: 2.60 m (8 ft, 6 inches) * Wing surface: 16 m² (172 square ft) * Wing load: 200 kg/m2 (41 lb/square ft) * Empty weight: 2,475 kg (5456 lb) * Maximum weight: 3,200 kg (7054 lb) * Engine: 1,300 hp Hispano-Suiza 12Z-17 V12; three-bladed Hamilton propeller
* Maximum speed: 600 Km/h (324 knots)
* Cruise speed: 400 km/h (216 knots) * Service ceiling: 9800 m (32,150 ft) * Range: 690 km (373 NM) without external fuel containers * Crew: 1 man * Armament: two 20 mm Hispano-Suiza 404/408 cannons; two 80 mm, eight rocket Pilatus devices Hispano Aviación HA-1110-K1L Biplaza - two seat tandem trainer 
El primer y único Hispano Aviación HA-1110-K1L Biplaza "Tripala" con el motor de Hispano-Suiza 12Z-17.
The only built "Tripala" as two seat tandem trainer.
| |
|
Hispano Aviación HA-1112-M4L Buchón Biplaza - two seat tandem trainer
Biplaza del Hispano Aviación HA-1112-M4L Buchón con el motor Rolls Royce Merlin. Uno de los dos fue transformado de un HA-1110-K1L y otro nuevo con el Merlin. En total se fabricaron 3 biplazas del HA-1112 para el entrenamiento. Estos aviones fueron dotados a las Alas de Caza 7 de "El Copero" y la Ala 47, BA Tablada-, pero también estuvieron destinados en BA Gando y a la BA El Aaiún, Sahara.
In 1951 work began on a two seat trainer version, the HA-1110-K1L with the Hispano Suiza engine. In 1954 the two-seat tandem trainer were re-engined with the Merlin engine. One new built and only built HA-1110-K1L becomes the the HA-1112-M4L.  Biplaza del Hispano Aviación HA-1112-M4L Buchón con el motor Rolls Royce Merlin. Española. Foto: Vía Ejército del Aire, Madrid. Hispano Aviación HA-1112-M1L -C-4K Buchón
The supply of Hispano Suiza engines was limited however and again a new engine had to be found. The only alternative was the Rolls Royce Merlin engine which became available after the dropping of arms embargos in 1952. In 1953 the Merlin 500-45 was ordered, which provided 1610hp for take-off. The first Rolls Royce powered aircraft, the HA-1109-M1L flew for the first time on 30 December 1954. The aircraft was fitted with a four bladed propeller. This aircraft performed much better than the Hispano Suiza engined types. The production version of the Merlin powered type was the HA-1112-M1L which entered service in 1956. The tandem two-seaters were also re-engined and became the HA-1112-M4L.
  En esta foto se puede aprecias el diseño del Hispano Aviación HA-1112-M1L Buchón. Foto: Vía Ejército del Aire, Madrid. |
Posted 13th August 2010 by Gerardo Señoráns Barcala
CASA CN-235: HC-144A Ocean Sentry, the new US Coast Guard Maritime Patrol Aircraft
CASA CN-235: HC-144A Ocean Sentry, the new US Coast Guard Maritime Patrol Aircraft
 |
| MIAMI -- CASA CN-235 is a Spanish aircraft and today part of EADS. The US Coast code is HC-144A Ocean Sentry. This fixed-wing aircraft arrive at the aircraft's new home at Coast Guard Air Station Miami March 10, 2010. This is the first of four Ocean Sentry aircraft that will be stationed in Miami. U.S. Coast Guard photo. CASA CN-235: HC-144A Ocean SentryMedium Range Surveillance Aircraft
The US Coast Guard will use the HC-144As to perform homeland security and search and rescue missions, enforce laws and treaties including illegal drug interdiction, marine environmental protection, military readiness, and international ice patrol missions, as well as cargo and personnel transport. The size, range and reconfiguration capabilities will fully enable the execution of the multiple missions performed by the Coast Guard.
The HC-144A can remain airborne in excess of nine hours versus four hours maximum for the HU-25 Falcon. Greater endurance allows the aircrew to remain on-scene longer, collect more information, support other assets, and track targets for longer periods of time.
Features- Equipped with a state of the market Rockwell-Collins Flight 2 glass cockpit instrument panel, autopilot & avionics suite for a two-person aircrew- Mission equipment pallet –interoperable with that of the HC-130J long-range surveillance aircraft and includes:
|
CASA Construcciones Aeronáuticas, S.A. - Airbus
CASA Construcciones Aeronáuticas, S.A.
Company portrait:Headquartered in Madrid (Spain), the company’s facilities are essentially based in the heart of the Kingdom of Spain. Its main sites are Getafe, Spain (close to Madrid) where the civil Airbus platforms are converted into Multi Role Tanker Transport (MRTT) aircraft. The other main facility is in San Pablo close to Sevilla where the complete production and final assembly of the C-212, CN-235 and C-295 takes place in an all new facility next to the A400M Final Assembly Line opened in 2007.
CASA Airbus Military is the only military and humanitarian transport aircraft manufacturer to develop, produce, sell, support and the responsibility to a comprehensive family of airlifters like the bestseller CASA C-212 Aviocar, CASA-Nurtanio CN-235, CASA C-295 and all this aircraft have their corresponding MPA versions and its new Airbus A-400M with 37 tonnes payload, aswell for the military tanker transport (MRTT) derivative of the Airbus A330, wich can be fitted with an in-house developed state-of-the art flight-refuelling boom "ARBS" Made in Spain and unique in its kind. It is also responsible for any future military derivative of civil Airbus platforms.
With the C-212 Aviocar, CN-235, C-295 and the M-400M, Airbus Military is the global leader in the market segments for light and medium-sized military transport aircraft with some 650 flying with more than 100 operators worldwide. Plus their corresponding MPA versions of the C-212, CN-235, C-295.
Comparing Airbus C295 vs. Alenia C-27J Spartan as tactical transport aircraft
Comparing Airbus C295 vs. Alenia C-27J Spartan as tactical transport aircraft
 |
| Gerardo Señoráns Barcala with Airbus C295 at Paris Air Show, Le Bourget, France. Photo by Gerardo Señoráns Barcala. |
Comparing C295 vs. C-27J as tactical transport aircraft
We'll try to asses the main contenders in the segment of intratheater airlifters on the base of technical facts.
1. CABIN
Length (m): C295 has 15.73 vs. C-27J has 10.53 --> C295 has the best mark
Floor Area (m2): C295 has 37.12 vs. C-27J has 25.8 --> C295 has the best mark
Volume (m3): C295 has 64 vs. C-27J has 58 --> C295 has the best mark
Troops: C295 has 71 vs. C-27J has 46 --> C295 has the best mark
Paratroops: C295 has 50 vs. C-27J has 32 --> C295 has the best mark
Pallets (88" x 108"): C295 has 5 vs. C-27J has 3 --> C295 has the best mark
Stretchers: C295 has 24 vs. C-27J has 18 --> C295 has the best mark
Roller System: C295 has 4 row (like C-130) vs. C-27J has 3 --> C295 has the best mark
2. PERFORMANCE
Range (nm): C295 has 3000 vs. C-27J has 3000 --> Equal marks
Runway required (ft / 5000kg / 1000nm): C295 has 2290 vs C-27J has 2750 --> C295 has the best mark, it has better STOL capability.
Trips needed for deployment of Rapid Reaction Force - unpaved runway (800 troops / 200 t in 48h): C295 has 37 vs. C-27J has 89 --> C295 has the best mark
Soft Runway Capability (CBR): C295 has 2 vs. C-27J has 4 --> C295 has the best mark
Payload range (t): C295 has 9 vs. C-27J has 9 --> Equal marks
Fuel consumption (max. ferry range / litre): C295 has 7700 vs. C-27J has 12300 --> C295 has the best mark, it offers fuel savings and therefore cost savings.
Endurance: C295 has 12 hours vs. C-27J has 10 --> C295 has the best mark, it offers 2 hours more search and rescue time.
MMH/FH: C295 has 1.14 vs. C-27J has > 7 --> C295 has the best mark
FAA Certified: C295 YES vs. C-27J NO --> C295 is the only fully certified
Maritime proven: C295 (and CN235) is used in more than 12 countries vs. C-27J not one--> C295 is the clear winner.
Conclusion:
According to the previous technical data, I think that is clear that C295 is superior than C-27J.
Beyond these facts, the superior multi-role C295 is proven in:
- Troop / paratrooper transport
- Cargo (pallets / equipment)
- Medical evacuation
- SAR
- Maritime patrol
- Passengers
The C295 multi-functionality makes it the superior choice as intratheater transport aircraft. No other tactical airlifter in its category can claim its clear advantages and versatility.
1. CABIN
Length (m): C295 has 15.73 vs. C-27J has 10.53 --> C295 has the best mark
Floor Area (m2): C295 has 37.12 vs. C-27J has 25.8 --> C295 has the best mark
Volume (m3): C295 has 64 vs. C-27J has 58 --> C295 has the best mark
Troops: C295 has 71 vs. C-27J has 46 --> C295 has the best mark
Paratroops: C295 has 50 vs. C-27J has 32 --> C295 has the best mark
Pallets (88" x 108"): C295 has 5 vs. C-27J has 3 --> C295 has the best mark
Stretchers: C295 has 24 vs. C-27J has 18 --> C295 has the best mark
Roller System: C295 has 4 row (like C-130) vs. C-27J has 3 --> C295 has the best mark
2. PERFORMANCE
Range (nm): C295 has 3000 vs. C-27J has 3000 --> Equal marks
Runway required (ft / 5000kg / 1000nm): C295 has 2290 vs C-27J has 2750 --> C295 has the best mark, it has better STOL capability.
Trips needed for deployment of Rapid Reaction Force - unpaved runway (800 troops / 200 t in 48h): C295 has 37 vs. C-27J has 89 --> C295 has the best mark
Soft Runway Capability (CBR): C295 has 2 vs. C-27J has 4 --> C295 has the best mark
Payload range (t): C295 has 9 vs. C-27J has 9 --> Equal marks
Fuel consumption (max. ferry range / litre): C295 has 7700 vs. C-27J has 12300 --> C295 has the best mark, it offers fuel savings and therefore cost savings.
Endurance: C295 has 12 hours vs. C-27J has 10 --> C295 has the best mark, it offers 2 hours more search and rescue time.
MMH/FH: C295 has 1.14 vs. C-27J has > 7 --> C295 has the best mark
FAA Certified: C295 YES vs. C-27J NO --> C295 is the only fully certified
Maritime proven: C295 (and CN235) is used in more than 12 countries vs. C-27J not one--> C295 is the clear winner.
Conclusion:
According to the previous technical data, I think that is clear that C295 is superior than C-27J.
Beyond these facts, the superior multi-role C295 is proven in:
- Troop / paratrooper transport
- Cargo (pallets / equipment)
- Medical evacuation
- SAR
- Maritime patrol
- Passengers
The C295 multi-functionality makes it the superior choice as intratheater transport aircraft. No other tactical airlifter in its category can claim its clear advantages and versatility.
Important information/facts:
What is about the system prize and the maintenance costs in general between this both types?
General: The history shows, that the G-222 / C/27 Spartan had difficulties. It was a high manitnance aircraft. All users had enormous problems to keep them in service. I remember to hear that the C-27 is the ideal transport aircraft for airshows, but not for the real tasks.
What is about the system prize and the maintenance costs in general between this both types?
General: The history shows, that the G-222 / C/27 Spartan had difficulties. It was a high manitnance aircraft. All users had enormous problems to keep them in service. I remember to hear that the C-27 is the ideal transport aircraft for airshows, but not for the real tasks.
Further information:
The C295 offers the best value for users, with lower acquisition and direct operating costs than any other aircraft in its category. The C295 is cheaper to purchase, maintain and operate than the C-27J. The C-27J’s fuel and maintenance needs give it operational costs that are over 60% more expensive than the C295’s.
The Spartan burnt much more fuel per hour than the C295 (as much as 60 per cent more), which meant the C295 could save as much as $300 million on fuel over the 30-year lifespan of a 10-aircraft fleet.
A greater endurance of 12 hours allows the aircrew to remain on-scene longer, collect more information, support other assets, and track targets for longer periods of time.
The C295 has more modern aerodynamics and non-hydraulic flight controls than the C-27J Spartan.
It's the only two-engine aircraft in its class that can carry five pallets, providing additional flexibility for intra-theater lift, with a cargo cabin that is the largest of any medium-sized military transport. The C295 can hold a "Hummer" wheeled vehicle with free space to spare. Since C295 has a longer fuselage it can carry more cargo pallets than the C-27J. C295 comes with a nifty pallet loading system, and is cheaper to maintain and fly.
Note: The Airbus CN-235MSP (HC-144A’s MSP) like the C295MPA is approximately 90 percent similar to the systems found on the HC-130H and HC-130J Long Range Surveillance aircraft, enabling commonality in training and operation.
The C295 has seen wide operational service, including missions to support coalition forces in Iraq and Afghanistan. The US Army originally wanted the C295.
Note: The USAF had bought some C-27/G-222 in the eighties, and they were mothballed, because of diverse and huge technical problems. The same occurs in other air forces.
C295's ease of maintenance and low life cycle cost, as well as its operational capabilities represent a clear advantage over any other competitor.
Is this aircraft the Royal Australian Air Force and what the Royal Canadian Air Force need?
Gerardo Señoráns Barcala
Boeing: News Feature - B-52 50th Anniversary - Brief History
Boeing: News Feature - B-52 50th Anniversary - Brief History
Boeing: News Feature - B-52 50th Anniversary - Brief HistoryStratofortress:
50 Years of Exceptional Service Span Cold War to Enduring Freedom
April 15, 2002, marks the 50th anniversary of the first flight of the B-52 Stratofortress, a milestone in Boeing and aviation history.The B-52 was America's first long-range, swept-wing heavy bomber. Now entering its sixth decade of service, it continues to be an important element of the U.S. Air Force bomber fleet. No bomber in U.S. military history has been called upon to remain operational as long as the B-52.
With a 185-foot wingspan, a length of more than 160 feet and a gross weight of more than 480,000 pounds, the B-52 earned the nickname BUFF, short for Big Ugly Fat Fellow.
Originally designed as a long-range, high-altitude nuclear bomber, the B-52 has upgraded its operational capabilities to meet changing needs.
Employees built a total of 744 B-52s, in eight different production versions, at Boeing facilities in Seattle and Wichita, Kansas. Of these, only the H model remains in service today. The last B-52H - tail number 61-040 -- rolled off the Wichita assembly line on June 22, 1962.
Over the years, Boeing has made major modifications to the B-52 fleet and expects to perform additional improvements to assure the Stratofortress will be a viable part of the U.S. bomber fleet well into the century. B-52s have been modified for extended-range flights, low-level flight, the launching of cruise missiles and delivery of precision-guided conventional bombs. Most of the modifications have been made -- and will continue to be made -- at the Wichita Development and Modification Center, part of the Boeing Military Aerospace Support business.
For the first 10 years of its operational service, the B-52's principal role was as a nuclear deterrent in the Cold War against Soviet communism.
It first entered combat in the skies over Southeast Asia during the Vietnam War, when it was used to strike targets with conventional weapons. B-52s again saw action in 1991 during Operation Desert Storm, striking troop concentrations, staging areas and fixed installations. The aircraft demonstrated its flexibility during Operation Allied Force in the Balkans, where it first launched conventional cruise missiles, then transitioned to deliver general-purpose bombs. Today, in Operation Enduring Freedom, B-52s fly in support of U.S. and coalition forces, hitting ground targets with precision-guided munitions.
About 10 years ago, after the Gulf War, stories began circulating about grown-up children of B-52 pilots who were flying B-52s. More recently the stories say that current Air Force B-52 pilots are the grandchildren of early B-52 pilots. No matter that the Cold War the B-52 was designed to fight ended long ago. The role of the Stratofortess as a heavy bomber continues, as do the stories of BUFF's amazing adventures and the direct and proud lineage of those B-52 pilots.
CASA C-212 Aviocar / Airbus C212 - 40 years in service!
CASA C-212 Aviocar / Airbus C212 - 40 years in service!
The "CASA C-212 Aviocar" today Airbus C212 is a high wing, twin-engine STOL (short takeoff and landing) totally metallic, with a non-retractable tricycle landing gear. The multi-purpose transport aircraft was produced by the Spanish manufacturer CASA, Construcciones Aeronáuticas SA, today part of EADS CASA ( Airbus Military ). Designde to repace th Douglas DC-3 Dakota and the CASA C-352 (Junkers Ju-52 "Tante Ju").The first commercial version designed in 1971 was delivered three years later.
The C-212 "Aviocar" can stage from areas lacking in infrastructure and from unpaved runways, with capabilities that include high manoeuvrability at low speeds, STOL (short takeoff and landing) performance, and a rugged landing gear.
The C-212´s "Aviocar" ample and unobstructed cargo cabin with high floor strength can quickly be adapted for a variety of roles, including maritime patrol, cargo transport and medical evacuation. The aircraft’s rear ramp door allows for rapid loading/unloading of a mission pallet, and it can be opened in flight for paratroop dropping or aerial delivery of cargo and supplies.
Upgraded avionics have modernised the cockpit, including the introduction of four EFIS (electronic flight instrument system) displays, offering improved reliability and maintainability.
Powered by two Allied Signal TPE-331-12JR-701C turboprop engines, the C-212 has a maximum takeoff weight of 8,100 kg. and carries a maximum payload of up to 2,950kg/6170 lb, cargo volume 22m3/777ft3 – depending on the configuration.
The CASA C-212-300 series, in production from 1984 to 1988, and the CASA C-212-400 from 1988 up, is commonly used for military, police, ecological, scientific and aerial photography missions.
This multi-purpose, robust and powerful transport aircraft carries 24 passengers and 2 crew members, reaches a speed of 385 kilometers/hour (208 knots) with a range of 1,433 kilometers (915 nm) and has a maximum take off weight and maximum landing weight of 8,100 kilograms (about 17,850 pounds), max. operating altitude is 7620 m/25000 ft.
In addition to its primary role as transport aircraft, the C212 has also been widely accepted as an ideal platform to conduct special missions and applications. The C212 is currently in operation performing: flight calibration, maritime surveillance, aerial photographay, geophysical survey, Antarctic resupply on skis, antipollution work, and cloud-seeding.
Even with its compact size, the C-212 can be equipped with the Airbus Military-developed Fully Integrated Tactical System (FITS), which serves as the basic core of an airborne mission/weapon system for maritime surveillance, anti-submarine warfare, homeland security and other applications.
Its sound handling qualities give the highest levels of manoeuvrability at very low altitudes close to the ground without compromising the safety of the crew and passengers.
Even with its compact size, the C-212 can be equipped with the Airbus Military-developed Fully Integrated Tactical System (FITS), which serves as the basic core of an airborne mission/weapon system for maritime surveillance, anti-submarine warfare, homeland security and other applications.
Its sound handling qualities give the highest levels of manoeuvrability at very low altitudes close to the ground without compromising the safety of the crew and passengers.
In 2011, Airbus Military bought Construcciones Aeronautics SA and continued production of the C-212, also license-built in Indonesia as the NC-212.
/http://www.airbusmilitary.com/Tactical/TactC212.aspx
http://www.airbus.com/aircraftfamilies/military-aircraft/c-212/
Joaquín García-Morato y Castaño
Joaquín García-Morato y Castaño
Joaquín García-Morato y Castaño (Melilla, 4 de mayo de 1904 - Griñón, 4 de abril de 1939), Conde de Jarama.
Militar y aviador español. Está considerado como el máximo as de la aviación española hasta la fecha.
 | ||||||||||||||||
| Joaquín García-Morato y Castaño |
 |
| Joaquín with his Fiat CR-32bis "Chirri". |
 |
| Joaquín with his Fiat CR-32bis "Chirri" and his emblem on the aircraft tail -right - three birgs and his words: Vista, suerte y al toro! |
Ejército del Aire - Spanish Air Force - Spanische Luftwaffe. Foto, Maqueta y Texto by Gerardo Señoráns Barcala.
Posted 4th October 2010 by Gerardo Señoráns Barcala
C295 the best option to replace the Canadian CC-115 Buffalo
C295 the best option to replace the Canadian CC-115 Buffalo
C295 the best option to replace the Canadian CC-115 Buffalo
The Canadian Air Force currently employs a mixed fleet of six CC-115 Buffalos plus approximately 10 older-model CC-130 Hercules for fixed wing search and rescue (FWSAR) duties. The Buffalo is primarily used in the mountainous regions on Canada’s West Coast while the Hercules is used for longer-range missions, for example in the Arctic or over the Atlantic. Both fleets of aircraft are reaching the end of their useful lives and require replacement.
Rejuvenating Canada’s FWSAR capability makes compelling operational and economic sense. The two aircraft fleets currently being used have reached or exceeded their planned service lives and should be replaced. New aircraft should be more reliable, more capable and potentially more economical, allowing the Government to ensure the cost-effective delivery of SAR to Canadians and others.
The C295 represents the best operational and acquisition value for Canada’s Fixed Wing Search and Rescue (FWSAR) aircraft requirement – offering a mission-proven platform.
The C295 offers an optimised airframe for SAR. With the largest cabin volume and floor space in its class, the C295 is the only aircraft with adequate space for all SAR gear and mission systems, plus comfortable crew rest and preparation areas.
C295 has the longest cargo bay in its segment of airlifters. The plane is able to take off and land in a short distance carrying full loads. C295 is able to accomplish its mission, flying in bad weather conditions in frequent rain zones and also in the opposite end in arid or desert zones. C295 has been proved in extreme hot conditions, humidity or cold conditions, wherever it's needed. The plane is ready to operate on not-paved or semi-prepared runways. In short, the C295 operates well in wild domains.
C295 has bubble spotter windows provide excellent visibility, including beneath the aircraft – an advantage already demonstrated during a U.S. Coast Guard HC144A (CN235) rescue mission of downed pilots at sea.
Proven and operated daily in the most challenging environments worldwide, the C295 design enables operations in storm force winds, with a crosswind limit of 30 kts. and airport winds in excess of 60 kts. – each of which are considered standard for North Atlantic and Arctic SAR operations.
Highlighted C295 performances:
SAFETY: takeoff and land with a crosswind of 30 knots & operate with airport winds in excess of 50 knots. It's optimized to safely operate in the 110-130 kts flight envelope
specified in the Canadian National SAR Manual
RANGE: with max range of 3040 nm all of Canada’s SAR area of responsibility can
be reached within one crew day.
SPACE: largest cabin volume and floor space in its class (12.69m), the only aircraft with adequate space for all SAR equipment and crew. Cabin dimensions optimized for special operations and SAR.
AIRDROP: certified & operational in 450lb aerial delivery by static line, lateralparachute doors and ramp.
SEARCH: spotter windows provide full panoramic coverage beneath the aircraft.
INTEROPERABILITY: with U.S. Coast Guard CN235
C295 vs C-27J in SAR role
CABIN
- Operators in SAR: C295 has 12 vs C-27J has 0. The best mark is for C295.
- Spotter windows: C295 has four vs C-27J has 0. The best mark is for C295.
- Unobstructed view underneth the aircraft: C295 YES vs C-27j NO. The best mark is for C295.
- Storage of all SAR gear, crew rest & preparation: C295 YES vs C-27J NO. The best mark is for C295
- Space for extra SAR: C295 YES vs C-27J NO. The best mark is for C295.
- Ramp size (m2): C295 has 7.17 vs C-27J has 4.78. The best mark is for C295.
PERFORMANCE
- Search speed in SAR configuration within 110-130 knots: C295 YES vs C-27J NO. The best mark is for C295.
- Crosswind limit (kts): C295 has 30 vs C-27J has 25. The best mark is for C295.
- Max wind speed takeoff/landing: C295 has 60 vs C-27J has 45. The best mark is for C295.
Posted 7th February by Gerardo Señoráns Barcala
Subscribe to:
Posts (Atom)